Reenforcing means for metallic plates



Ap 2, 1929. A. E. SMALL REENFORCING MEANS FOR METALLIG PLATES 2' Sheets-Sheet Filed Sept. 5. `1926 B n o C .IW 0| l l n L. Ei.-

u u l WV M April 2, 19.29.` A. E. SMALL 1,707,237

REENFORCING MEAS FOR METALLIC PLATES Filgdsept. 5, 1926 2 sheets-sneer 2 ffome Patented Apr. 2, 1929.

UNITED STATES PATENT OFFICE.

ARTHUR E. SMALL, OF CHICAGO, ILLINOIS, ASSIGNOR TO` UNION METAL PRODUCTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

REENFOBCING MEANS FOR METALLIC PLATES.

Application led September 3,1926. Serial No. 133,433,

My invention relates to means of reen` metallic plate so as to obtain a desired pro-l portion between strength, rigidity and resiliency. y

Another obj ect is to obtain this result with the least amount of raw material and to provide a finished article of the least possible weight `consistent with strength requirements.` i y Another object of the invention is to obtain the desired strength, rigidity and resiliency by forming a metallic plate with inte gral embossments, each having a wide end and a narrow end with the wide ends divided by ribs extendingtoward the middle oi. theembossments.

rugated metallic plate which can be formed by pressing it (when heated, if necessary) between dies which move toward each other in one direction only. y

` Theconstruction may be used wherever a strong, resilient panel is desired, but is es pecially adaptable for railway car strucf tures, such as end walls, side or end doors, hopper doors, Hoo-rs, roofs, etc., and while I have shown and claimed herein the construction used as an end wall of a railway car, it is my intention to file other applications for patents covering the construction used in other railway car structures.

It is `well known that the end wallsof railway cars are more likely to be broken or otherwise injured than the side walls. This isdue to the inertia thrusts and pressures caused by the shifting oi the cargoes 1 when the train` starts or stops. These y thrusts maybe local, tendingto distort the end in some particular spot, as, for example,

when a piece of piping` or lumber shifts lengthwise imparting a blow against the end 4 wall of the car;'or there may be a general tendency to break out the end wall as a whole or tear it away from the framing. For the purpose, therefore, of greater strengthand durability, car ends havebeen constructed of metal plates corrugated y or formed with ribs to impart the desired strength, rigidity and resiliency. `My construction is especially adaptable to end walls` for railway cars (of any type) because it has the strength to resist the continuous pounding of the shifting loads thereon and has the resiliency necessary to absorb these numerous shocks without distortion. Distortion of an end wall might bend the brake mast, thereb causing interference with the operation o the hand brake mechanism. Furthermore, such distortion might reduce the end ladder clearance beyond that prescribed 4by the Interstate Commerce Commission. When made of several plates secured together the end wall can. be made stronger where greater `strength is required.` A wooden `inside lining is iequired in a railway house car for blocking the lading to andfiior compliance with the requirements of the Bureau oil. llxploaives of the American Railway Association.

y i Such a wooden lining-can be easily applied Another object is to provide such a cor-r to my construction. `In the drawings:

"FigL l shows the end wall ot a railway car with my device applied thereon.

Fig. 2 is a section on line 2-2 of Fig. Fig. 3 is a section on line 3 3 of Fig. Fig. 4 is a section on line 4,-4 of Fig. Fig. 5 is a section on line 5 5 of Fig. Fig. 6 is a detail of a plate reenforcec my arrangement of corrugations.

Fig. 7 is a section on line 7-7 of Fig.`6.`

` Fig. 8 is a section online I8 8 of Fig. G.

9 ot' Fig.

Fig. 9 is a section on line 9 Fig. 1 0 is a section on line lO-l0 oi' Fig. 6. i

,.Fig. l1` a section on line 11-11 oi Fig. 6.

Fig..12 shows a modified construction.

Fig. 13 is a section on line 1li-155 of Fig. 7. y

Fig.`l4l is a section on line lll-lfl of Fig. 7'. H

The end wall structure comprisesa panel composed ot one or more metallic plaies with my particular embossments formed therein.

In Figs. l to 5, inclusive, theembosseil plates 1, 2 and 3 extend from top to bottoni of the end wall and may be formed with integral flangese along the vertical edges of the outer plates 1 which overlapfand are 60 y A The constant width portioni() vof, adjacent embossments` isv spaced apart distances (31) secured to the side walls 5 of the car by any suitablemeans; Thetop edge ofthe plate is secured beneath the fascia boards 7 and the meeting edges of the plates overlap and are'VA secured together by rows off rivets S andthe lower edge of` the plates are secured to the end sill 9.

Th embossments or' corrugat-ions have a wide end v and a` narow end 21. Each `wide end isdivided by a rib or corrugation A 22 Awhich extends toward the middle of the embossm'ent and@V preferably decreases in width and de tli from the ends of the enibossmentsl-Tie embossments preferably have their maximum depthrabout one-third Y up from their'lower ends.

E I Vhile the embossments are shown pressed The narrow ends of thek embossments are 'preferably spaced apart distances equal to -A their width, as shown in Fig. 12'. YThe embossmentf may gradually increase inV widthV from the narrow endl tothe wide end, as shown inl Fig.6, or. they may be provided with a constant width portion forpart of" their length, as shown in-Fig. 12. Such const-ant width portionsof .adjacent emboss mentsvr are preferably spaced. apart distances equal-to their respective width. Y

yFigsqt to 11, inclusive, show detailsof the plates of the preferred form and Figs. 12, 13 and 14 showV details of a modified form; i' 1 i outwardly, it is,understood that they may l'be pressed inwardly or partially inwardly and-partially outwardlyL from the original l plane of the plate, or the embossments may tically, horizontally lor diagonally..

to'terminateinto the original plane of the f plateV (lines. 7 7 in Figs 6 and 12, re-

spectively) the divided portions of the wide end of theA embossments 24-24; the dividing rib 22 andthe space 25 betweentlie adjacent divided portions of adjacent embossments, arelall'equal in width and preferably also equal in depth seas to form 'a sinuous` configurationv of considerable elasticity and Y resiliency. Y Such a construction also obtains greatstrength for the amount; ofmetal used f because the neutral plane ismidway between the boundingV planes of the embossments.

i equal te their Vwidthto obtain thefaboveadt eplane(9 9)j wherethe narrow ends vanta' es.

of the embossments begin to terminate into the plate, they are equal in=width and:- spaced apart distances equal to their Width for objects and advantages enumerated above.

The Ina-X'imum'prcssure audstress on a car end wall is about two feet above the floor and adjacent the middle of the car. The corrugations are a series of parallel beams and when positioned vertically the lower ends of the' beams are'supported by the underframe which is the backbone of the car and the upper ends are supported by the endplate. A beam shouldlhave its maximum strength adjacent its point of' maximum stress, therefore, I prefer to have the strongest part of the individual corrugation, as well as the entire wall, about two feet fromthe floor or about one-fourt-h the length of the corr'ugation, therefore, the embossments are deeperadjacent' this line, the place of maximum depth preferably being where the division ofthe wide end begins.

ln ajiiplications for patents, Serial No. 133,484 and No. 133,435, both filed Septenr ber 3, 1326'1y have disclosed but not claimed the structures claimed herein, the claims of said applications to such structures beinglin combination with other elements, or a specific arrangement of such structures.

The accompanying drawings illustratethe preferred form of the invention, though it is-to be understood that the invention is not limited to the exact details ofl construction shown and described, as it isobvious that various modifications thereof within the scope of the claims willV occur to persons skilled in the art.

I claim:

1. A metallic plate formed with a plurality of parallel embossments increasingr in depth toward their middle, each having a wide end and a narrow end, said wide ends being. divided by ribs extending toward the middle ofthe embossments.

2. AV metallic plate formed with a plurality of parallel embossments, each having a wide end and a narrow end, said wide ends beineY dividedby ribs extending; toward the middle o f the embossments, at a plane, where the embossments begin to terminate into the plate, said divided portions, said ribs and the spaces between adjacent embossments all being equal in width.

3. A metallic plate formed' with a plurality of parallel embossments, ycach having a wide endv and a narrow end and a constant width portiontherebetween, said wide ends being divided by ribs extending toward the middle of the embossments, ata plane, where the embossments begin to terminate into the plate, said divided portions, said ribsand thel spaces between adjacent embossments all being equal iny width, and the constant width portions ofy adjacent embossments being spaced' apart distances equal to their width.

Il l

4. A metallic plate formed with a plurality of parallel. embossments, each having a wide end and a narrow end and a constant width portion therebetween, said wide ends being divided by ribs extending toward the middle of the embossments, the lengths of the center lines of the metal of every cross section of the embossed plate being equal between the planes where the embossments begin to terminate into the plane of the plate.

A metallic plate formed wit-h a plurality of parallel embossnients increasing `in depth toward their middle, each having a wide end and a narrow end, and a const-ant width portion therebetween, said wide ends being divided by ribs extending toward the middle of the embossments, the lengths of the center lines ol the metal of every cross section of the embossed plate being equal between the planes where the embossments begin to terminate into the plane of the plate.

6. A metallic plate formed with a plurality of parallel embossments increasing in depth toward their middle, each having a wide en d and a narrow end, and a constant Width portion therebetween, lsaid wide ends being divided by ribs extendingtoward the middle of the embossment-s, at a plane, where the einbossments begin to terminate into the plate, said divided portions, said ribs and the spaces between adjacent embossnients all being equal in width, and the constan twidth portions otV adjacent embossments being spaced apart distances equal to their width, the lengths ot the center lines of the metal of every cross section of the embossed plate being equal between the `planes where the embossments begin to terminate into the plane of the plate.

7. A metallic plate provided with a plu- 'ality of embossments, each embossment gradually increasing in Width from one end to the other with the wider ends of adjacent embossinents being positioned adjacent each other, each of said wider ends being divided by a rib.

8. A metallic plate provided with a plurality of en'ibossments, each embossment increasing in width from one end to the other with the wider ends of adjacent emboss ments being positioned adjacent each other,

depth from each opposite end toward themiddle thereof.

from one end to theother with the wider ends of adjacent embossments being positioned adjacent each other, each ot 'said wider ends being divided by a rib.

l1. In combination with the other ele-` ments of a railway car, a metallic plate provided with a `plurality of embossments, each embossment increasing in width from one end to the other with the wider ends of adjacent embossments being positioned adjacent each other, each of said wider ends being divided by a rib, each of said embossments increasing in depth from each opposite end toward the middle thereof.

l2. A metallic plate formed with plurality of vertical embossments increasing in depth toward their middle portions, each embossment having a narrow end adjacent one side of the corrugated portion of the plate and of a wide end adjacent the opposite side of' the corrugated portion ot the plate, each of said wide ends being divided by a rib whereby a relatively rigid structure is provided adjacent the middle ot` the embossments and a relatively resilient structureadjacent one end of the embossments.

13. A wall for a railway car comprising a metallic plate lforined with a .1 plurality of vertical embossnients increasing in depth toward their middle portions, each embossment having a narrow end adjacent the roof ci the car and a wide end adjacent the licor of the rar, each of said wide ends being divided by a rib whereby a relatively rigid structure is provided adjacent the middle of the wall and a relatively resilient structure adjacent the floor of the car.

14. A wall for a railway cai' comprising a metallic plate formed with a plurality ol vertical embossments, each embossinent having a `narrow end adjacent the roof ot the ear and a wide end adjacent the Hoor of the car.

ARTHUR E. SMALL. 

